Fifth-wheel for vehicles



No. 623,342. Patented Apr. [8, I899. H. C. SWAN.

FIFTH WHEEL FUR VEHICLES.

(Application filed Oct. 31, 1898.) (No Model.) 4 Shams-Sheet I.

71%?21 e5 @5655, /I51venfor7 No. 623,342- Patented Apr. l8, I899. H. C. SWAN.

FIFTH WHEEL FOR VEHICLES.

(Application filed Oct. 31, 1898.) (No Model.) 4 Sheets-Sheet 2.

No. 623,342. Patented Apr. l8. 1&99. H. C. SWAN.

FIFTH WHEEL FOR VEHICLES.

(Application filed Oct. 31, 1898.) 1 (No Model.) 4 Sheets-Sheet 3.

Patented Apr. I8, I899. H. C. SWAN.

FIFTH WHEEL FOR VEHICLES.

(Application filed Oct. 31, 1898.)

4 Sheets8heet 4;

(No Model.)

NrrEn STATES PATENT ErrcE.

HENRY O. SWAN, OF OSHKOSH, WISCONSIN.

FIFTH-WHEEL FOR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 623,342, dated April 18, 1899. Application filed October 31, 1898. Serial No. 695,012. (No model.)

To rtZZ whom it may, concern.-

Be it known that l, HENRY (J. SWAN, a citizen of the United States of America, residing at OshkoshflVinneb-ago county, State of Visconsin, have invented certain new and useful Improvements in Gear-Irons for Vehicles, of which the following is a specification in such full, clear, and exact terms as to enable any person skilled in the art to which it appertains to make, construct, and use the same.

The annexed drawings and the following description set forth in detail one mechanical form embodying the invention, such detail construction being but one of Variousmechanical forms in which the principle of the invention may be used.

In said annexed drawings, Figure I represents a top plan view of my device; Fig. 11, a bottom plan view; Fig. III, a bottom plan of the upper disk; Fig. IV, a top plan of the lower disk; Fig. V, a crosssection on the lines 5 5, Fig. I; Fig. VI, a cross-section on the lines 6 (5, Fig. I; FigVII, a sectional View of the perch secured in the perch-socket; Fig. VIII, a sectional detail view showing the perch-socket before the perch has been clamped therein.

In my improved gear-iron the lower disk 1 is circular in outline and is secured to the front axle 2 by any suitable means, such as standards 3, provided with flanges 4 and clips 5. A projection 6 is formed centrally of said disk and integral therewith. Segments 7, raised above the surface of the disk, are provided across the axis of the disk parallel to the axle of the vehicle. Said segments extend only a suitable distance on either side of the axis, providing recesses Sbetween their adjacent ends and are adapted to register with each other. The faces of the segments are suitably finished to form smooth bearingsurfaces. A circular upper disk 9 is provided with an annular flange 10 of sufficient diameter to fit snugly over the periphery of the lower disk. Centrally of said upper disk a recess 11 is formed, corresponding in outline to the projection 6. Bearing-segments 12 are provided on the upper disk, corresponding with the segments on the lower disk and adapted to register therewith. Perch-sockets 1-3 are formed integral with the upper disk, whereby the upper disk may be secured to the perches lat of a vehicle. Said perch sockets are provided with depending flanges 15, that extend below the center of the perch and are adapted to be closed in and around the perch after the same is seated. If asquare perch is used, the flanges engage the sides of the perch, both square and round perches be ing well known and in common use.

A spring-chair 16 may be secured to the upper disk by any suitable means, such as rivets or bolts 17, passing through perforations in the base of the spring-chair and in the upper disk. If this manner of fastening is used, the rivets or bolts are constructed so as to hermetically seal the openings provided in the disk.

A clevis 1S passes'under the axle-at right angles thereto and is provided at its ends with screw-threaded portions 19. Said screwthreaded portions are secured in lugs 20, integral with the upper disk at the front and rear thereof, by means of then uts 21, arranged in pairs above and below the lugs. A springbar 22, provided with eyes 23, passes under the lower disk and is secured upon the clevis between the lower pair of nuts and the bottoms of the lugs. A short projection 24 is preferably formed on the bottom of the lower disk, that has a bearing on the bar. That portion of the clevis beneath the axle is provided with a projection 25,'engaging a corresponding recess 26, provided in the under side of the axle. Said projection forms a pivot upon which the axle turns and also holds the clevis in its proper position.

In practice the segments of the upper disk rest upon the segments of the lower disk and slide thereon. The segments provide the only horizontal bearingbetween the disks and receive the entire weight of the vehicle. By raising the'segments above the respective surfaces of the disks no bearing is provided either at the center or at the front and rear of the disks. When a flat bearing-surface or an annular bearing-ring is provided, the sides of the bearing wear more rapidly than the center or the front and rear portions on account of the unequal loading of the vehicle. Theinequalities of the bearin g-surface thus formed causes rocking of the vehicle and also interferes with the proper working of the gear.

The central projection formed on the lower disk bears no part of the load and is provided merely for the purpose of centering the disks upon each other. The annular flange also assists in centering the disks, and the central projection may be dispensed with entirelyif the flange is constructed sufficiently strong to withstand the strain.

By forming the perch-sockets integral with the annular flange and the upper disk and screw-threaded portion, or the clevis may be removed entirely and the bar secured by any well-known means, such as a bolt or nut. The spring-bar is secured under the dependingprojection of the lower disk at considerable tension. This causes sufficient friction between the bearing-segments to prevent unnecessary movement of the disks upon each other and also prevents rattling of the gear.

The edge of the lower disk adjacent to the bottom of thelugs provides a bearing for the spring-bar, that enables it to hold the disks securely against displacement. Only in case of accident or of an unusually violent strain is the clevis necessaryto reinforce the bar. The nuts that secure the clevis or bar in the lugs afford means for suitable adjustment of the disks. Frequent adjustment is unnecessary, as the tension of the spring-bar is suflicient to prevent lost motion that would otherwise result from wear of the bearing-segments. By this construction I also dispense with the king-bolt, and as no opening is provided through either disk the gear-iron is formed practically dirt-proof. Foreign substances can gain access to the bearing-surfaces only bypassing up between the depending flange and the periphery of the lower disk. If by chance any foreign substance enters this opening, it is carried downward by its own weight andby the action of the adjacent surfaces upon each other. lVhen a king-bolt is used, it is necessary to provide an opening through the centers of the disks. This opening must be slightly larger than the diameter of the king-bolt in order that the lower disk may revolve. The size of the opening increases gradually as a result of wear, and dirt and other foreign substances are permitted to enter the bearing freely, thereby impairing the efficiency and interfering with the proper working of the gear. 1

\Vhat I claim is 1. In a gear-iron for vehicles, two impel-forate disks having segmental bearing-surfaces at their sides and recesses at their front and rear between said surfaces, and means for centrally guiding said disks, and means for holding same together, substantially as described.

2. In a gear-iron for vehicles, the combinationwith two disks having circular-outlined bearing-faces, of a tension-spring secured to the upper disk and engaging under the lower disk and coming in central contact therewith, substantially as described.

3. In a gear-iron for vehicles, the combination with two disks having circular-outlined bearing-faces, of a clevis secured to the upper disk and passing under the axle, and a springbar secured upon said clevis and passing un: der the lower disk, substantially as described.

4. In a gear-iron for vehicles, the combination with a lower disk, and an upper disk provided with an annular flange and an integral perch-socket, said disks, having segmental bearing-surfaces for rotating upon each other, of a clevis secured in lugs integral with the upper disk and passing under the lower disk, and means upon said clevis for adjusting said disks, substantially as described.

5. In a gear-iron for vehicles, the combination with an upper disk, of a perch-socket integral with said disk and provided with depending flanges adapted to be closed in and around the perch, substantially as described.

6. In a gear-iron for vehicles, the combinationwith a lower disk secured to the axle, and an upper disk secured to the frame by integral perch-sockets and provided with an annular flange embracing the periphery of the lower disk, said disks having segmental bearing-surfaces that correspond with and rotate upon each other, of a clevis secured to the upper disk and having a pivotal bearing under the axle, and a bar secured to said clevis passing under the lower disk and providing a bearing for said disk, substantially as described.

In testimony whereof I sign this application, in the presence of two witnesses, this 25th day of October, 1898.

. HENRY O. SWAN.

Witnesses:

G. H. FOSTER, G. M. WILKINS. 

